Utility rack and rail system for vehicle

ABSTRACT

Embodiments of a rail system for use with a vehicle, such as a pickup truck, may include a plurality of side rails and stanchions securing the side rails to the vehicle. At least one hoop may be provided for connection to either the stanchions or the side rails. Each hoop may include a plurality of legs, a clamp connected to each leg, an elbow connected to each leg opposite the clamp, and a lateral cross bar connected between the elbows. The legs may be pivotable with respect to the elbows. The elbows may further include a rod pivotable between a stored and deployed position. In the deployed position, the rod may facilitate attachment of elevated rails. Additionally, bed dividers and storage lockers or boxes are disclosed for use with embodiments of a rail system as applied to a pickup truck.

CROSS REFERENCE TO RELATED APPLICATIONS

This application claims priority to U.S. provisional patent applicationNo. 61/921,265 filed Dec. 27, 2013, and U.S. provisional patentapplication No. 61/935,076 filed Feb. 3, 2014, the entire contents ofwhich are hereby incorporated by reference in their entirety.

FIELD OF THE DISCLOSURE

This disclosure relates generally to utility racks as may be used withmotor vehicles such as pickup trucks.

BACKGROUND

Full-size pickup trucks are generally available with several differenttypes of beds attached. The bed lengths typically specify the distancebetween the inside of the front end of the bed and the closed tailgate.Some standard bed sizes for long, full-size beds are generally 6.5 ft(2.0 m) or 8 ft (2.4 m) long and compact truck beds are generally 5 ft(1.5 m) long. A typical bed width for full-size truck beds is 48 in (1.2m) between the wheel wells (minimum width), however widths of full-sizetruck beds may be between 60 in (1.5 m) and 70 in (1.7 m). Compact truckbeds are also available. Most compact truck beds are approximately 50 in(1.3 m) wide. As described herein, references to a longitudinal aspectof a structural part or element refer to the length of the truck bed andreferences to a lateral aspect of a structure or part refer to the widthof the truck bed, unless otherwise stated. References to “inboard” partsor elements refer to items which are nearer or more proximate to thelongitudinal centerline of the truck bed. Outboard elements are fartheraway from inboard elements. Reference to items that are “forward” referto parts or structures nearer the cab of the truck and “rearward” itemsrefer to parts or structures nearer the rear or tailgate of the truck.

A standard bed in a pickup truck has fender wells on the inside of thebed such that the fenders cannot be seen on the outside of the bed.Other pickup trucks have a flareside or stepside bed where the fendersare provided on the outside of the bed. Sometimes the truck bed has awell-body or a style-side body. The truck bed is enclosed on the sideswith body panels, usually made from pressed steel. A hinged reartailgate is also common. Rear indicators and brake lights are usuallyfitted to the rear corners of the body in a manner similar to sedan rearlights.

Known truck bed rails presently available may be installed by vehicleoperators and dealers along the tops of the truck bed side walls. Manytruck beds include stake pocket holes which are used to attach the railto the truck bed side walls. A stake hole may be a rounded or squaredopening along the top of a truck bed side wall. The vehicle operator mayplace the base of the rail over and into the stake holes and bolts therails to the bed using bolts and washers. Sometimes, a user will drillmounting holes in the truck bed side walls where the rails should bemounted. Often, a gasket and rubber extender will be added to the bedrail's mount that lets the mount fit into the stake hole of the truck.Once the bed rails have been added to the mount, the rails are boltedonto the truck with an Allen wrench.

Vehicle operators may wish to carry items in their vehicle which may bevery long, in some instances longer than the length of the truck bed.Such long items may include lumber, ladders, pipes or other similarlylong items. Because these items are too long for pickup truck beds, thevehicle operator may wish to secure them some distance above the truckbed. Accordingly, it may be desirable to have racks which extend adistance above the truck bed, as well as racks which may be secured orstabilized to the cabin roof of the truck.

BRIEF SUMMARY OF THE DISCLOSURE

The following simplified summary of the disclosure provides a basicunderstanding of some aspects of the invention. This summary is not anextensive overview of the embodiments of the disclosure. It is notintended to neither identify key or critical elements of the embodimentsof the disclosure nor to delineate the scope of the disclosure. Its solepurpose is to present some concepts of the various embodiments, inaccordance with the disclosure, in a simplified form as a prelude to themore detailed description that is presented later.

Embodiments of a rail system for use with a vehicle are describedherein. The rail system may include a plurality of stanchions, eachstanchion including a base platform securable to the vehicle, a pair ofstandposts each projecting away from the base platform, a bar elementsupported by the pair of standposts, the bar element substantiallyelongate having a first end and a second end, and a stanchion openingdefined as the space between the base platform, the elevated barelement, and the pair of standposts, and the rail system may furtherinclude a plurality of side rails, each side rail secured to the barelement of one of the plurality of stanchions proximate to the first endof the bar element.

The following description and the annexed drawings set forth certainillustrative aspects of the invention. These aspects are indicative,however, of but a few of the various ways in which the principles of theinvention may be employed and the present invention is intended toinclude all such aspects and their equivalents. Other advantages andnovel features of the invention will become apparent from the followingdescription when considered in conjunction with the drawings.

BRIEF DESCRIPTION OF THE FIGURES

FIG. 1 illustrates a top perspective view of a pickup truck with anembodiment of a rail system attached thereto;

FIG. 2 illustrates a prospective view of an embodiment of a stanchion;

FIG. 3 illustrates a prospective view of an embodiment of a clamp-onattachment mechanism for use with an embodiment of a stanchion;

FIG. 4 illustrates a side elevation view of an embodiment of a clamp-onattachment mechanism for use with an embodiment of a stanchion;

FIG. 5A illustrates a top view of an embodiment of a stanchion;

FIG. 5B illustrates a side view of the stanchion of FIG. 5A;

FIG. 6 illustrates a rear view of an embodiment of a stanchion;

FIG. 7 illustrates a rear view of an embodiment of a stanchion;

FIG. 8 illustrates a side view of a stanchion with an electronic system;

FIG. 9A illustrates a side view of an embodiment of a cab-side rail;

FIG. 9B illustrates the end unit of the rail of FIG. 9A;

FIG. 10 illustrates a top perspective view of a pickup truck with anembodiment of a rail system attached thereto, the rail system includinga hoop;

FIG. 11 illustrates a top perspective view of an embodiment of a hoop atthe point of attachment with an embodiment of a side rail as attached toa pickup truck;

FIG. 12 illustrates a rear view of an embodiment of a hoop attached toan embodiment of side rails;

FIG. 13 illustrates a side cross-sectional view of a clamp attached toan embodiment of a side rail;

FIG. 14 illustrates a top perspective view of the clamp of FIG. 13 in aclosed position and unattached from a side rail;

FIG. 15 illustrates a top perspective view of an embodiment of a clamp;

FIG. 16 illustrates a front view of the clamp of FIG. 15;

FIG. 17 illustrates a rear view of an embodiment of a clamp;

FIG. 18 illustrates a bottom perspective view of an embodiment of aclamp;

FIG. 19 illustrates a top perspective view of an embodiment of hoop;

FIG. 20 illustrates a first top perspective view of an elbow of a hoop;

FIG. 21 illustrates a second top perspective view an elbow of a hoop;

FIG. 22A illustrates a top perspective view of an elbow of a hoop havingan extendable rod in a deployed position, the rod secured in thevertical channel of the elbow;

FIG. 22B illustrates a top perspective view of an elbow of a hoop havingan extendable rod in a deployed position, the rod unsecured in thevertical channel of the elbow;

FIG. 22C illustrates a top perspective view of an elbow of a hoop havingan extendable rod in a stored position;

FIG. 23 illustrates a top perspective view of an elbow of a hoop havingan extendable rod in a lowered position, and showing an embodiment forconnecting the elbow with other components of the hoop;

FIG. 24 illustrates a side cross sectional view of an embodiment of anelbow;

FIG. 25 illustrates a side view of an upper bar of a hoop;

FIG. 26 illustrates the a stem provided on an end of the upper bar ofFIG. 25;

FIG. 27 illustrates a top perspective view of a pickup truck with anembodiment of a rail system attached thereto, the rail system includingan embodiment of a crossover box shown in an open position;

FIG. 28 illustrates a top perspective view of embodiments of side panelsas may be part of a truck bed divider;

FIG. 29 illustrates a front perspective view of a cross bed bar as maybe part of a truck bed divider;

FIG. 30 illustrates a top perspective view of a pickup truck with anembodiment of a rail system attached thereto, the rail system includingan embodiment of a crossover box shown in a closed position;

FIG. 31 illustrates a top perspective view of an embodiment of a lockertop;

FIG. 32 illustrates a top perspective view of a hinge of the locker topof FIG. 31;

FIG. 33 illustrates a top perspective view of a pickup truck with anembodiment of a rail system attached thereto, the rail system includinga first embodiment of a bed divider and a second embodiment of a beddivider;

FIG. 34 illustrates a front view of an embodiment of a bed divider;

FIG. 35 illustrates a top perspective view of a pickup truck with anembodiment of a rail system attached thereto, the rail system includinga first embodiment of a bed divider and a second embodiment of a beddivider, the figure demonstrating the movable nature of at least one ofthe truck bed dividers between a first and second bed divider position;

FIG. 36 illustrates a top perspective view of an embodiment of a clampoperable to facilitating an oblique position of an embodiment of a truckbed divider;

FIG. 37 illustrates a front view of an embodiment of the clamp of FIG.36;

FIG. 38 illustrates a front view of an embodiment of a clamp;

FIG. 39 illustrates a top perspective view of a pickup truck with anembodiment of a rail system attached thereto, the rail system includingan embodiment of a crossover box;

FIG. 40 illustrates a top perspective view of a pickup truck with anembodiment of a rail system attached thereto, the rail system includingembodiments of hoops with an embodiment of an overhead or elevated rack;

FIG. 41 illustrates a top perspective view of a pickup truck with anembodiment of a rail system attached thereto, the rail system includingembodiments of hoops with an embodiment of an overhead or elevated rack;

FIG. 42 illustrates a side view of an elevated side rail;

FIG. 43 illustrates a top view of the elevated side rail of FIG. 42; and

FIG. 44 illustrates a first side view of an embodiment of an attachmentfor elevated side rails.

DETAILED DESCRIPTION

The following detailed description and the appended drawings describeand illustrate some embodiments of the invention for the purpose ofenabling one of ordinary skill in the relevant art to make and use theinvention. As such, the detailed description and illustration of theseembodiments are purely illustrative in nature and are in no way intendedto limit the scope of the invention, or its protection, in any manner.It should also be understood that the drawings are not to scale and incertain instances details have been omitted, which are not necessary foran understanding of the present invention, such as details offabrication and assembly. In the accompanying drawings, like numeralsrepresent like components.

In one embodiment of the disclosure, a rail system for use with avehicle, may include a plurality of stanchions, each stanchion includinga base platform securable to the vehicle, a pair of standposts eachprojecting away from the base platform, a bar element supported by thepair of standposts, the bar element substantially elongate having afirst end and a second end, and a stanchion opening defined as the spacebetween the base platform, the elevated bar element, and the pair ofstandposts, and the rail system may further include a plurality of siderails, each side rail secured to the bar element of one of the pluralityof stanchions proximate to the first end of the bar element.

In further embodiments, the rail system may include a cabin rail, eachend of the cabin rail securable with one of the plurality of stanchions,the cabin rail oriented substantially perpendicular to each of theplurality of side rails. At least one of the plurality of stanchions mayinclude an end cap provided on the second end of the bar element.

The rail system may include embodiments of a hoop. The hoop may includea pair of legs, each leg substantially elongate and having a terminalend and an upper end opposite of the terminal end, each leg including anupper leg segment proximate to the upper end. Hoops may also include apair of clamps, each clamp connected to one of the legs proximate to theterminal end, and each clamp including a first jaw having a first innerclamping surface, a second jaw movable with respect to the first jaw andhaving a second inner clamping surface, and a clamp locking mechanismfor releasably securing the first jaw and the second jaw together. Hoopsmay also include a pair of elbows, each elbow having a lateral end and alower end, each elbow including a lower elbow segment connectable withthe upper leg segment. Hoops may further include a lateral cross bar,the lateral cross bar substantially elongate, each end of the lateralcross bar connectable with one of the elbows proximate to the lateralend of the elbow. The first and second inner clamping surfaces of theclamps may be securable about the upper bar element of the stanchionbetween the first and second standposts, and the first and second innerclamping surfaces may have a conforming profile with an outer surface ofthe clamping portion of the upper bar element. The first and secondinner clamping surfaces of the clamps may be securable about a siderail, and the first and second inner clamping surfaces may have aconforming profile with an outer surface of the side rail of the upperbar element. The clamp locking mechanism for each clamp may include apivotable lever connected to the first jaw and pivotable with respect tothe first jaw, a loop connected to the pivotable lever, and a hookconnected to the second jaw and positioned such that as the first andsecond jaws are closed the loop may forcibly pressed against the hook asthe lever is pivoted away from the second jaw thereby forcing the firstand second jaws together. Each elbow may be pivotably connectable withone of the leg segments. At least one elbow may include a rod pivotablebetween a stored and a deployed position, the rod positionedsubstantially within a lateral channel in the stored position, and therod secured in a substantially vertical orientation in the deployedposition. The elbow may further include a cross channel pin extendingacross a confluent channel region between the lateral channel and avertical channel, and the rod may further include a thru slot, thechannel pin extending through the thru slot. The rail system may furtherinclude an upper hoop bar, the upper hoop bar substantially elongate andattachable at each end with an elbow, the upper hoop bar orientedsubstantially parallel to at least one of the side rails when attachedto elbows on each end of the upper hoop bar, and each elbow may includea cross pin projecting from the elbow, each end of the upper hoop barhaving a mouth matable with the cross pin.

Embodiments of a rail system may also include a pair of elevated rails.Each elevated rail may include at least one elongate rail orientedsubstantially parallel to at least one side rail, at least one rodsleeve dimensioned to internally receive a rod in its deployed position,and a rod securing mechanism for securing the rod within the at leastone rod sleeve.

Embodiments of a rail system may further include a bed divider, and thebed divider may include a cross bed bar, the cross bed bar substantiallyelongate, and a plurality of bed divider clamps, each bed divider clampattached to an end of the cross bed bar, the be divider clamps operableto attach to a side rail. The rail system may also include a locker topincluding a pair of hinges connectable with the cabin side rail, thelocker top, the bed of the pickup truck, and the bed divider defining aninterior space, the locker top pivotable between an open position and aclosed position. In various embodiments of the rail system, the siderails may have a substantially cylindrical profile.

With reference to FIG. 1, a vehicle 10 for which embodiments of a railsystem may be utilized with may include a pickup truck having a truckbed 12, as illustrated in the figures. Pickup truck bed 12 may besubstantially composed of a left bed sidewall 14, a right bed sidewall15, and a cabin-side or cabside wall 16. Truck bed 12 may furtherinclude a draw-down gate 18 which may be opened by the vehicle operatorin order to facilitate the insertion or removal of items to be stored intruck bed 12. Vehicle 10 may also include taillights 20 controlled by ataillight control system 21. Embodiments of a rail system areillustrated in the figures as applied or attached to a pickup truck 10having a truck bed 12, but it should be understood and appreciated bythose of ordinary skill in the art that embodiments of rail systemsdisclosed herein may be suitably attached or utilized with other motorand non-motor vehicles, including for instance vans, carriages, truckswithout truck beds, trucks with covered or enclosed truck beds, or otherknown or to be developed vehicles.

As illustrated, a rail system may include a first side rail 22, a secondside rail 24, and a cab side rail 26. These side rails may be mountedalong a top edge 13 of truck bed side walls 14, 15. Furthermore, siderails 22, 24 may be mounted on side walls 14, 15 by a plurality ofstanchions 30, 32. In order to permitting the sliding and interexchangeof components of the rail system, including for instance the variousembodiments of clamps disclosed herein, rails 22, 24, 26 may besubstantially cylindrical, however the other shapes are alsocontemplated within the scope of the disclosure. Additionally, thecylindrical rails 22, 24, 26 may be at least partially hollow such thatthere is a distinct inner and outer diameter, at least for instance nearthe ends of the rails.

FIG. 2 illustrates a stanchion 30, which in some embodiments may be therear stanchion 30 which may be distinct from the forward stanchion 32.While in some embodiments stanchions are interchangeable, in otherembodiments one or more rear stanchions 30 may be distinctly designedfrom forward stanchions 32. Stanchion 30 may include a base platform 36,a fore end standpost 38, and a rear end standpost 40. Standposts 38, 40may support an elevated bar element 42 provided at an elevated distancefrom the top surface 37 of base platform 36. Base platform 36 mayfurther include a platform extension 44 which may itself include achannel 46, which may be substantially centered within extension 44.Elevated bar element 42 may be substantially elongate having opposedends, including a rail side end 48 and opposing tail side end which mayinclude an end cap 50. Rail side end 48 may be attached to one of theside rails 22, 24. FIG. 1, for instance, illustrates first side rail 22attached to stanchion 30, and second side rail 22 attached is stanchionsubstantially the same as stanchion 30. At or proximate to rail side end48, a securing element 49 may be included to attach rail 22 or 24 tostanchion 30. Securing element 49 may be a pin, nut and bolt, set screwfitting, welding, or another similar securing device. As shown, railside end 48 may include a projecting portion having a diameter with asmaller diameter than an inner diameter for side rail 22, 24, and thusside rail 22, 24 may slid over the projecting portion of rail side end48. On the opposing end of elevated bar element 42 may be end cap 50,various embodiments of which are further discussed herein, includingsolid surface end caps, end caps with a light reflecting face 52, capswith incorporated lights, and other embodiments.

FIGS. 3 and 4 illustrate an embodiment of rearward stanchion 30including clamps 54 which may be attached to the sidewall 14 of truckbed 12. Clamps 54 may have depending tab-like elements 56 that arematable within channel 46 of base platform 36. It is contemplated thatstanchions 30, 32 may be attached to sidewalls 14, 15, 16 by known or tobe discovered securing devices or methods, including screws and adhesivematerial, However clamps 54 may be utilized in order to effectivelysecure stanchions 30, 32 while allowing stanchions to be easilyremovable, and to prevent unnecessary or unintentional damage to truckbed 12. Alternatively, clamps 54 may be utilized in addition to known orto be discovered securing devices or methods. As particularly shown inFIG. 4, clamp 54 may include a clamp jaw 57 with a depending tab 56.Depending tab 56 may mate within channel 46 of platform extension 44.For reference, cab 9 and sidewall 14 are also illustrated in FIG. 4.

FIGS. 5A and 5B further illustrate embodiments of stanchion 30. In thisembodiment, stanchion 30 is shown to include channels 51A, 51Binternally disposed through standposts 38, 40. Accordingly, stanchion 30may be attached to the bed sidewalls via a bolt system which maycooperate with a threaded knot in channels 51A, 51B. Additionally, setscrew 49A may be inserted into set screw hole 49, as illustrated byarrow 47A, thereby securing side rail 22 with end 48 of upper barelement 42.

FIGS. 6-8 illustrate embodiments of end caps 52 for use with embodimentsof stanchions 30. In the embodiment illustrated in FIG. 6, the opposedend of elevated bar element is relatively uniform surface. At least aportion of an end surface region 53 may be light reflective such thatwhen light strikes that surface region 53, said light reflects back tothe source. This reflective feature may, for instance, improve safetythat vehicle 10 may be more easily identified at night by headlightsfrom another vehicle approaching vehicle 10 from the rear. FIG. 7illustrates an embodiment of end cap 52 including a plurality of lights54A, 54B, which may be LEDs or other known or to discovered electricallyoperated lights. With reference to FIG. 8, a light system 56 is shown asmay be utilized with a rearward stanchion 30 which may have lights 54A,54B. As part of light system 56, stanchion 30 may be electricallycoupled via electrical line 58 to light control line from a lightcontroller 21 to taillight 20. Light controller 21 may be manuallyoperable by the vehicle operator, or alternatively light controller 21may be synched with taillight 20 such that illuminations of taillight 20are matched by illuminations of end cap lights 54A, 54B. In additionalembodiments, one or more additional side rails such as cabin rail 26 maybe attached at or proximate to end cap 50 thereby providing a side rail,similar to cabin rail 26 for instance, extending across a tailgate forinstance between two stanchions 30 provided at or proximate to the rearof vehicle 10.

FIGS. 9A and 9B show embodiments of the rail system proximate to cabside rail 26 and forward stanchions 32. As previously discussed,stanchions 30 and 32 may be interchangeable in some embodiments, whilein other embodiments stanchions 30 and 32 are uniquely designed.Additionally, some components of forward stanchions 32 may be utilizedwith rear stanchions 30, and vice versa. Forward stanchions 32 mayinclude a coupler element 60A which may be complementary to couplerelement 60B at or proximate to a terminal end 62 of cab side rail 26.Furthermore, coupler elements 60A, 60B when combined may be attached byscrews, bolts, or other known or to be discovered fasteners. Coupleelement 60B may be fitted into coupler element 60A of forward stanchion32, as illustrated for instance by arrow 61. Opposing terminal end 63may have a similar coupler for the right side, forward stanchion(illustrated without reference numerals in FIG. 1). In some embodiments,end unit 64 may be independent of cab side rail 26. Complementarycouplers 65A may also operate in conjunction with couples 65B in cabside rail 26. Screws, bolts, or other fixing elements may be combinedwith couples 65A, 65B.

Generally referring now to FIGS. 10-26, embodiments of hoops, clamps,and associated components are provided which may be included as part ofa rail system in accordance with the disclosure. FIG. 10 illustrates aplurality of hoops 70 mounted on, or attached to, side rails 22, 24.Three hoops 70 are provided in the illustrated embodiment, including twoend hoops which are substantially similar, and a middle hoop sharingseveral common characteristics as the end hoops. It should be understoodand appreciated that in some embodiments all hoops 70 are substantiallyidentical and interchangeable, while in other embodiments all threehoops 70 have unique characteristics or components from one another, andwhile in yet additional embodiments two hoops 70 may be substantiallyidentical while a third hoop 70 may have unique characteristics orcomponents. Additionally, the illustrated embodiment shows three hoops70, however it should be appreciated that fewer or greater hoops 70 arecontemplated within the disclosure.

Hoops 70 may generally include two legs 72, an elbow 74 connectable witheach leg, a lateral cross bar 76 provided between adjacent elbows, andclamps 78 for releasably connecting each leg to a side rail 22, 24.Elbows 74 are generally provided to connect adjacent legs 72 with alateral cross bar 76. In some embodiments, hoops 70 may generally bedescribed as “U Shaped” however it should be understood and appreciatedthat a variety of shapes of configurations are contemplated inaccordance with the disclosure. Upper hoops bars 79 may also be providedand may generally be connected with a first elbow 78 of a first hoop 70with a second elbow 78 of a second hoop 70. Additionally, a rod 80 maybe provided in one or more elbows 74. Rod 80 may be pivotable between astored position and a deployed position, with the stored positiongenerally disposing the rod 80 within elbow 74 while the deployedposition generally positions the rod 80 upwards in a substantiallyvertical orientation. Further details of various embodiments of hoops 70and their associated components are further described herein.

FIG. 11 illustrates embodiments of clamps 78, 78A as may be utilized forconnecting one or more rods 72 to side rails 22, 24. As illustrated, insome embodiments clamp 78 may be attached to upper bar element 42 of astanchion 30. Accordingly, clamp jaws may extend within and through astanchion opening 41, defined as the opening between base platform 36,upper bar element 42, and standposts 38, 40. The distance between baseplatform 36 and upper bar element 42, which may be defined as the clampjaw clearance height, should be sufficient to permit the clamp jaws toextend through opening 41, and in one embodiment the distance betweenbase platform 36 and upper bar element 42 may be approximately 2 inches.As also illustrated, clamp 78A may be alternatively attached directly toa side rail 24A. In one embodiment, clamps 78 for end hoops 70 areconnected to stanchions 30, while the clamp 78A for the middle hoop 70is attached to a side rail 24A.

FIG. 12 shows one embodiment of hoop 70 for a rear view as attached to apickup truck bed 12. The height of hoop 70, as defined by the distancefrom the base of hoop 70 proximate to clamps 78, is substantially higherthan the height of the passenger cabin 9 of the vehicle. It should beappreciated, however, that other heights are contemplated as variousembodiments of the rail system may be desired by the vehicle operator.For instance, the hoop height may be approximately the same as theheight of the passenger cabin 9, while in other embodiments the hoopheight may be less than the passenger cabin 9. Additionally, legs 72 maybe oriented at an inward angle such that the distance betweencorresponding elbows 74 of a hoop is less than the distance betweencorresponding clamps 78 of a hoop. This angle is illustrated incontrast, for instance, to the substantially vertical orientation ofrods 80. As will be further discussed herein, legs 72 may be pivotableat their connection point with elbow 74 such that legs 72 may fold intoa position that is substantially parallel with an attached lateral crossbar 76. This pivoting feature allows the vehicle operator to easilystore each hoop 70 in a compact area.

A first embodiment of a clamp 78 is illustrated in FIGS. 13 and 14. Inthis embodiment, clamp 78 is integrally connected to a leg 72. Clamp 78may include a pair of locking clamps 82, 84 hinged together above apivot point 86. A first clamp jaw 82 may be stationary while a secondclamp jaw 84 may be pivotable about pivot point 86. First clamp jaw 82may include a first clamping surface 83 and second clamp jaw may includea second clamping surface 85 opposed to the first clamping surface suchthat as clamp jaws 82, 84 close around either upper bar element 42 ofstanchion 30 or one of the side rails 22, 24, the clamping surfaces 83,85 are conformingly shaped to the outer surface of the upper bar elementor rail to be clamped and can snuggly fit around either the upper barelement or rail to be clamped.

FIG. 13 demonstrates an embodiment where clamp 78 is attached to upperbar element 42 of a stanchion 30. Second, pivotable clamp jaw 84 mayhave a defined jaw span 84 a between a first end of clamp jaw 84proximate a hook 96 and a second end of clamp jaw 84 proximate pivotpoint 86. Furthermore, a jaw distance 84 b may be defined as thethickness of second, pivotable jaw 84 which can be measured as thedistance from the inner clamping surface 85 and a directly adjacentouter surface of clamp 84 in an orthogonal direction. Accordingly, jawdistance 84 b may be less than the clamp jaw clearance height in orderto permit jaws 82, 84 to close around the to-be clamped surface, and yetjaw span 84 a may be larger than the clamp jaw clearance height 41B suchthat should pivotable jaw 84 become detached during operation, thenclamp 78 still generally remains in space since it is trapped withinstation space 81.

Various mechanisms may be provided to close and lock jaws 82, 84 and,indeed, the difference in the locking mechanisms is at least one suchdifference between the embodiments of clamps 78 illustrated betweenFIGS. 13 and 18.

In one clamp locking mechanism embodiment, as shown in FIGS. 13 and 14,clamp 78 may include a release lever 88 pivotable about a clamp releasepivot point 92. In this embodiment, in order to release jaw 84 from jaw82, a user may move release lever 88 away from the clamp body 91.Accordingly, the release lever operates about a release pivot point 92,appropriately fixed to clamp body 91. Clamp 82 may further include ahook and loop subset whereby lever 88 operates on loop 94, and loop 94may extend about hook 96. Hook 96 may be formed at or proximate to theend of pivotable jaw 84. Loop 94 may be pivotally mounted to lever 88 alever pivot point 95. Lever 88 may be movable in a release direction 88Aand loop 94 may be movable towards the pivotable jaw 84 and hook 96. Aterminal end of loop 94 may be thereafter swung away from the hook andreleased from hook 96. The hook and loop subset may thereby establish acompression, friction grip established by jaw surfaces 83, 85 on theupper bar element 42 of stanchion 30. Clamp 78 may be removed from theclamped surface by moving lever in direction 88A followed by moving loop94 away from hook 96, as illustrated by arrow 94A. As loop 94 is movedin direction 94A away from hook 96, pivotable jaw 94 may move aboutpivot point 96 away from stationary jaw 82 thereby permitting therelease of clamp 78. Polypropylene or another material may be providedin order to facilitate a stabilized connection between loop 94 and hook96 when the jaws are in the closed position.

FIGS. 15-17 illustrate clamp 78 with another embodiment of a lockingmechanism. Release lever 88 may include a lock stand passage 89, and alock stand bar 102 may extend through lock stand passage 89. Proximateto a distal end of lock stand bar 102 may include a lock stand passage104 dimensioned to receive a key 106, which may be insertable into lockstand passage 104 such that insertion of key 106 prevents the removal oflock stand 102 from lock stand passage 89 thereby securing lever 88. Insome embodiments loop 94 may dog-legged as evidence by an angle at atransition point 107 for loop 94. Furthermore, loop 94 may be hinged aloop hinge point 106 proximate to a lower end of lever 88. Thus, aslever 88 is moved in direction 88A, loop 94 may swing out of hook 96 andfurther rotated in direction 94A.

FIG. 18 illustrates an additional embodiment of clamp 78 with anadditional embodiment of a locking mechanism. Clamp jaws 82, 84 may beattached to one another, by one or more threadable connectors 109provided in one or more internally threaded passages 108. A plurality ofthreadable connectors 109 and passages 108 may be provided to firmlysecure jaws 82, 84 together, and a jaw pivot point may or may not beprovided in such an embodiment.

As discussed above, other cross section shapes or profiles arecontemplated for rails 22, 24, 26 as well as upper bar element 42,including for instance a square or triangular cross section. Thus,clamping surfaces 83, 85 may be conformingly shaped as is appropriatefor the surface they will be clamped to. Furthermore, as rails 22, 24,26 may not necessarily have conforming cross sectional shapes orprofiles with each other or with upper bar element 42, the conformingjaw profiles defined by jaw surfaces 83, 85 may be uniquely provided foreach unique surface shape to be attached to. However, in someembodiments all profiles may be substantially the same with one anotherin order to facilitate interchangeability of clamped-on components suchas hoop 70. Additional clamped-on components are disclosed herein, andit should be understood that clamps associated with other clamped-oncomponents may be interchangeable between various clamped-on components.For instance, a hoop clamp 78 may be usable with, or substantially thesame as, bed divider clamp 226 (see FIG. 28) and vice versa. Embodimentswhich permit interchangeability of clamp types with clamped-oncomponents will benefit from reduced manufacturing costs.

FIG. 19 shows an embodiment of a hoop 70 unattached from truck bed 12.As previously described, embodiments of hoop 70 may include a pair oflegs 72 each connected to an elbow 74, each elbow 74 connected by alateral cross bar 76, and each leg 72 connected to a rail 22, 24 orstanchion 30 by a clamp 78. Each elbow 74 may include a rod 80 pivotablebetween a stored position and a deployed position. Legs 72 may beattached to clamps 78 a terminal end 120 of the leg. Lengths of legs 72may be expandable in some embodiments by adding additional segments toextend the tube segments of respective legs 72. Otherwise, rail systemsmay be manufactured with various predetermined lengths and vehicleoperators may purchase their desired lengths according to therequirements of the rail system, dimensions of their vehicle 10, andother similar criteria. Rail systems may also be custom ordered by thevehicle operator. Similarly, rails 22, 24, 26 may be extendable byproviding longer rails, cutting the rails to size, or providingrail-to-rail inserts for the tube segments of the rails.

Each leg 72 may substantially elongate with a terminal end 120 definedat or proximate to clamp 78 and an upper end having an upper leg segment122 connectable with a lower elbow segment 124 of elbow 74. A lateralelbow segment 126 may be defined at or proximate to a lateral end 125 oflower elbow segment 124. In some embodiments elbow 74 is substantiallyoriented at 90 degrees, while in other embodiments such as theillustrated embodiments, the elbow segment is obtuse in consideration ofthe inward angling of legs 72. It should also be appreciated thatlateral elements, such as lateral bar 74, may be substantiallyhorizontal in some embodiments, however some lateral components may betilted with respect to the horizon especially, for instance, if one leg72 has a greater length than another leg 72 of a hoop 70.

FIGS. 20 and 21 illustrate various viewpoints of elbows 74 without rod80. Elbow 74 may include a lateral channel 132 a substantially verticalchannel 130, with the channels having a confluent channel region 133defined at or proximate to the corner or apex of elbow 74. In theillustrated embodiment the corner of elbow 74 is shown as substantially90 degrees, but it should be appreciated that the disclosure is notlimited to 90 degrees and varying angles are contemplated within thedisclosure. A rod locking mechanism may be provided in order to lock rod80 in either the stored position or the deployed position. One or morethumb screw locks 136 may be provided as part of the rod lockingmechanism. In some embodiments, lower elbow segment 124 and upperterminable end 122 of leg 72 are pivotably attached such that leg 72 maypivot about a leg pivot axis, provided at or proximate to the area wherelower elbow segment 124 and upper terminable end 122 are joined. Thispivoting may facilitate legs 72 to fold up or collapse against lateralbar 76 thereby facilitating easy storage of hoop 70 when not in use.Elbow 74 may further include a longitudinally projecting stub 134 whichmay be utilized for attachment with an upper hoop bar 79. FIG. 21 showsan embodiment of elbow 74 with a singular stub 134, while FIG. 20illustrates an embodiment of elbow 72 with dual, opposing stubs. Anembodiment with dual opposing stubs may be particular useful in threehoop 70 rail systems, with dual opposing stub elbows provided for thecenter hoop, and single stub elbows provided for end hoops.

FIGS. 22A-22C illustrate rod 80 included with elbow 74, and moreparticularly FIG. 22A illustrates rod 80 in a deployed position, FIG.22C illustrates rod 80 in a stored position, and FIG. 22B illustrates atransition position of rod 80 between the deployed and stored positions,as demonstrated by arrows 141A and 141B. Rod 80 may have an elongatedthru slot 144 extending through a portion of rod 80. In a storedposition, at least a portion of rod 80 may be secured within lateralchannel 132, while in the deployed position at least a portion of rod 80may be secured in vertical channel 130. As part of a rod lockingmechanism, provided to secure rod 80 within the respective channels, across channel pin 146 may be fixed in elbow 74 and may extend throughthe thru channel slot 144 proximate to the confluent region 133 ofchannels 130, 132. As rod 80 moves, channel slot 144 also moves overcross channel pin 146. Said another way, although cross channel pin 146remains stationary, cross channel pin 146 may be said to move along thruchannel 146 as rod 80 is moved.

In the deployed position, as rod 80 is moved from the stored position tothe deployed position, it may be moved completely downward to the end ofvertical channel 110 thereby retaining rod 80 in a substantiallyvertical orientation. Thus, in the deployed position cross channel pin146 may be positioned at or proximate to the top 144A of slot 144thereby providing upper stability to rod 80 while lower stability may beprovided by the position of rod 80 in channel 110. In some embodimentsthe rod length 80A is less than the lateral channel length 132A, therebypermitting rod 80 to be substantially encompassed by lateral channel 132in the stored position.

FIG. 23 illustrates connections between elbow 74 and leg 72, betweenelbow 74 and lateral cross bar 76, and associated pivoting features ofthese connections. Terminal end 151 of elbow may have a complementarymated fit with lateral cross bar 76. In order to keep cross bar 76attached to elbow 74, a locking bore or passage 152 may be dimensionedto receive a locking key 150. As key 150 is inserted into bore passage152, illustrated in the figure by arrow 150A, lateral cross member 76may be secured with elbow 74. Similarly, as key 150 is removed thenlateral cross bar 76 may be removed as illustrated by arrow 76A. At thelower end 124 of elbow, a pivotal coupling may be established with upperend 122 of hoop leg 72. Elbow 74 may have a plate-like stem 162extending from its lower vertical elbow segment. Stem 162 may have alocking passage and a pivot pin may be placed through the end upper end122 of hoop leg 72 into the locking bore. As the pin is withdrawn fromlocking bore 162, elbow 74 may freely swing downward as illustrated byarrow 165. Elbow 74 may be secured with hoop leg 72 by an additional key154 operating in conjunction with key bar 156. Key 154 may be moved intokey bar 156, as illustrated by arrow 154A, thereby locking the lowervertical segment 124 of elbow 74 into the upper segment 122 of hoop leg72. Accordingly, there may be complementary couplers between elbow 74and upper bar terminal ends 122 of hoop leg 72. It should be appreciatedthat, generally speaking, vertical channel may be oriented substantiallyvertically while the proximately positioned leg 72 will be angled insome embodiments. In contrast, lateral channel may be substantiallyaligned with the orientation of the connected lateral cross bar 76,which may be a substantially horizontal orientation.

Elbow 74 may be a substantially right angle elbow that, accordingly,defines a common plane formed by lateral elbow portion and the verticalelbow portion. When key 154 is withdrawn for key way 156, elbow 74 isrotatable within the common plane defined by lateral extension of elbow74 and leg 72. With the clamp 78 loosened, and key 156 removed, hoop 70may be collapsible and storable, for instance within truck bed 12.Various known or to be developed locking mechanism may be accordinglyutilized for locking hoop legs 72 with elbows including, for example,spring clip locks, pin locks, thumb screw locks, or complementarydetents. A spring clip lock is typically a cotter pin. A nut and bolt,with or without a locking nit, may also be used. A pin lock is a lockhaving a cylindrical bolt which moves into a lock passage, which locksone system to another system by inserting the cylindrical bolt into thelock bore. A thumb screw lock is generally shown in FIG. 24. A detentwould involve just the end of the thumb screw lock 136 in FIG. 24 and asmall complementary cavity in the other locking element. The protrudingdetent is complementary to the cavity detent. An elbow member- to-upperloop leg locking system can be used with these features. Similarly, theextendable rod 80 may have a rod-to-elbow locking system

With reference now to FIG. 24, a cross sectional view of an embodimentof an elbow 74 is illustrated. In FIG. 24, rod 80 is provided in adeployed, substantially vertical orientation and its lower end iscaptured in the open mouth tube formed in the lower leg segment of elbow74. A thumb screw lock 136 may secure rod 80 to elbow 74 in one of theelbow channels. Thumb screw lock may include a user-actuatable surface136A which, when turned, may cause the bolt to move on threads 136B andto friction compress the contact point 136C against rod 80. As onealternative to a thumb screw, contact 136C may be a complementary set ofdetents. Rod 80 may include a distal end which may be rounded.

Elbow 74 may further include at least one stub 170 with a laterallymovable cross pin 172. Cross pin 172 may be longitudinally biased on onedirection by a spring or bias system 176. Other systems to bias the pin172 to one longitudinal end or the other longitudinal end of the crosspin slot 174 may be used. The bias spring may be outboard of the stub170. Bias 176 acts on movable pad 178 to keep cross pin 172 at one endof the cross pin slot 174. Pin 172 can be moved to the other end of thecross pin slot 174 by pin actuator surface 184 of lever release 180. Inthe illustrated embodiment, release lever 180 has a pivot intermediatepin cam surface 184 and a user actuatable surface 182. Other designs ofthe release lever 180 may be provided as long as when the user exertsforce on the release, cross pin 172 moves to the other end of the crosspin slot 174, against the force of bias spring 176. Lever leg 180 movesin direction 182A and pin 172 moves to the right in FIG. 24. Another pinrelease system may bias cross pin 172 to the right, and use a levellever release acting on the right side of cross pin 172 to force the pinagainst a right-side directed bias. The bias may be spring, air or waterpressure, a leaf spring or a coil spring.

Cross pin 172 may be sized to fit into a pin capture opening formed byopen mouth 194, having a wide mouth dimension, leading to a narrowthroat 196, with a narrower dimension (but sufficiently sized to passpin 172 there through), and leading to a cross pin capture slot 198which may permit the cross pin to move longitudinally in the slot 198.When the cross pin 172 is at slot edge surface 210, the elbow may belocked onto the upper bar 79 of the rack and rail system. When the crosspin is moved by the user to slot edge or surface 211, the upper bar 79can be moved upward and withdrawn from the stub 170. The pin captureopening formed by spatial elements 194, 196, 198 is defined by a stem192 at terminal end 190 of upper bar 79.

Pin capture opening 125 may have an open mouth with a mouth span 194, anarrow throat 196 and a cross pin capture slot 198. Narrow throat 196may have a smaller dimension or smaller span compared with the largermouth span 194. Pin capture slot 198 is at least dimensionally sized toretain cross pin 172 therein. Further, cross pin capture slot 198 mayextend longitudinally such that cross pin 192 can move forward and backwith cross pin capture slot 198. In operation, the user forces terminalend 190 and specifically stem 192 down into the longitudinal slot formedin the longitudinally extending stub 170. The cross pin snaps into thepin capture opening due to the bias on the cross pin. Alternatively, thecross pin may extend inboard (or outboard) of the stub (inboard beingtowards the truck bed interior) and the cross pin would, in that case,still enter into mouth 94 through narrow throat 196, and into cross pincapture slot 198. In order to release the terminal end 190 and stem 192from longitudinal stub 170 of elbow 174, the user may move useractuatable surface 182 in direction 182A, and pin actuator surface 184moves cross pin 72 in slot 174 and also moves the cross pin 172 withincross pin capture slot 198.

Cross pin capture slot 198 may have a pin capture region, as shown inthe left section of FIG. 24 (near surface 210) and a release regionopposite the capture region. Capture region for pin capture slot 198 maybe defined near surface 210. Release region may be formed by surface211. When cross pin 172 is adjacent release region 211, the upper bar 79can be lifted away from the vertical stub of elbow 72. Therefore, thecross pin 172 may have a resting position in the pin capture opening 198generally adjacent capture region surface 210. In a user actuatedposition when cross pin 172 is adjacent release edge 211, the user canwithdraw stem 192 from longitudinal stub 170 by lifting up bar 79. Tolock cross pin 172 into cross pin capture slot 198, the user may releaseuser actuatable surface 182 in a direction opposite arrow 182A, crosspin 172 ends up contacting opening edge surface 210 thereby locking thepin in the forward end of the capture region. A mirror of the lock andcapture system shown in FIG. 24 is provided on the left side of elbow 74shown in FIG. 24. Also, some elbows may only have a single longitudinalstub, such as the forward-most elbow and rearward-most elbow.

FIGS. 25 and 26 illustrate embodiments of an upper rack bar 79. Stem 192may be a longitudinally extending plate extending form the terminal endsof the upper rack bar 79. Generally, upper bars 79 may be tubes and stem192 is a singular extending plate. Stem 192 defines the open mouth 194,narrow throat 196, and cross pin capture slot 198. FIG. 25 showselongated upper bar 79 having at terminal end 192 the pin captureopening 193 at left terminal end 190A and pin capture opening 193 atright side terminal end 190B. The pin capture openings 193 arecomplementary to the size and shape of cross pin 192. The cross pin iseither biased forward or biased aft and the cross pin moves within thepin capture opening 193 and the cross pin slot 174.

Turning generally to FIGS. 27-39, embodiments of rail systems are shownand described which may include inter-bed components including, forinstance, bed dividers and storage boxes. These inter-bed components maybe included as part of an embodiment of a rail system, used with othercomponents such as hoops 70 disclosed outside these figures.

Beginning with FIGS. 27 and 30, a rail system is illustrated including atruck bed divider and locker. FIG. 27 shows the locker top 222 in anopen position and FIG. 30 shows locker top 222 in a closed positioncontacting and closing an interior truck bed space 6 with truck beddivider 224. In operation, when locker top 222 mates with bed divider224, truck bed interior space 6 is segmented from truck bed dividerspace 19, and segregated space 6 is separately secured and locked.Therefore, third parties cannot gain access to locker box space 6 unlessthey have access codes or keys to open diagrammatically illustrated locksystem 230.

FIG. 30 shows that locker top 222 may be attached via hinges 250 to cabside rail 26. As discussed earlier in connection with FIGS. 9A, 9B, theforward most stanchions 32 may have a fore end coupler on the forwardmost end of the elevated bar element of the stanchions. The stanchionelevated bar element may be elevated above the stanchion base platformby standposts as previously described. Additionally, FIG. 9A, 9Bdescribe the cab side rail having, at its terminal ends, a corner railend coupler that mates with the fore end couplers on each forwardstanchion. As also explained in connection with earlier figures,stanchions 30, 32 are adopted to mount to left and right side rails inan elevated manner above truck bed sidewalls 12, 13.

FIG. 27 shows a laterally extending cross bed bar 225 which is spacedaway from cab side rail 26 (FIG. 32) at a predetermined longitudinaldistance. In the illustrated embodiment, clamp systems 226 are utilizedto attach the terminal ends of the cross bed bar 225 to side rails 22,24. The attachment mechanism may include one or more clamps describedpreviously in connection with FIGS. 13 through 18. In one embodiment,the locker top could have a longitudinal span less than the height ofthe cab-side truck bed wall. If the cross bed bar was removed, theshortened lock top can be stored next to the cab-side truck bed wall.Some variation in longitudinal span can take into account the elevationof the cab-side rail.

Locker top 222 may have, along its forward edge region, one or morelocker top hinges 250 as shown FIG. 30. The longitudinal span of lockertop 222 may be substantially the same as the predetermined longitudinaldistance between bed divider (bar 225 and panel 224) and the front cabside rail 26. One or more hinges 250 (FIG. 30) permit locker top 222 toswing from a vertically open top position shown in FIG. 27 to a closedand potentially locked horizontal position in FIG. 30. In a closedposition, the locker top encloses interior truck bed space 6 which isdefined by the truck bed sidewalls 12, 13, the fore end truck bed walland the bed divider system 225, 224. A lock system 230 (diagrammaticallyillustrated) may be utilized by the user to lock locker top 222 to crossbed bar 225.

FIG. 28 shows an embodiment of cross bed bar 225 and certain bed dividerpanels which may be movably attached or may be fixed on the lower regionof cross bed bar 225. The bed divider can have a single, fixed panelattached to the cross bed bar 225. In the illustrated embodiment of FIG.28, the truck bed divider panel 224 has a stationary mid panel section235. Mid panel section 235 may be fixed to the lower end regions orlower edge of cross bed bar 225. Additionally, two movable side panelsections 234, 236 may be provided. The side panel sections 234, 236 movein a guide (shown in FIG. 29) in the lower region of cross bed bar 225.Particularly in FIG. 28, movable side panel 226 may move as shown byarrow 237 and as illustrated by the dashed lines in the figure. Inaddition, FIG. 28 shows that a fixation element such as a lock system230A may be utilized to lock the movable extending panels 234, 236 withrespect to the stationary panel 235. In this manner, divided out truckbed space 6 (FIG. 27) is securable from intrusion by third partiesbecause the panels are fixed together. Possible fixation elements mayinclude screws, nut and bolt sets, set screws, pin locks, etc.

FIG. 29 shows an embodiment of the cross bed bar 225 having a cavity 240along upper rail bar edge within which extends a depending lip 228 oflocker top 222. The locker top 222 can be moved as shown by arrow 231downward towards the cross bed bar such that the depending edge lip 228of the locker top fits within cavity 240. A lock system 230 embodimentis illustrated which extends through depending edge 228 of the lockertop and through a portion of the cross bed bar 225. Cross bed bar 225may also have a depending structure 225A which forms guide channels 236Aand 235A. Stationary panel section 235 may be mounted in a fixed mannerin channel 235A. The side edge of panel 235 is shown in the figure.Movable side panel 236 may be movably mounted in guide channel 236A.Movable side panel 236 is illustrated in cross-section.

Embodiments of truck bed dividers may include a single movable panelutilized in conjunction with a single fixed panel, or may include one ormore movable panels, or may include a stationary mid panel and twoopposing movable panels as provided in the embodiment shown in FIG. 28.Also, a lower guide plate 235 may be mounted on the truck bed 12 floorsuch that some panels move both in the upper guide channels 236A (guidechannel 235A for the stationary mid panel) and the lower guide plate.The fixed panel 235 may be fixed in both the upper and lower guides and,as such is supported at the top and bottom. The lower guide elements235A support the bottom edges of all the panels. Plate element 235 maybe attached to the floor of the truck bed. Depending front edge 228 oflocker top 222 must be large enough to engage the lock system 230 andfit tight into the channel in the cross bed bar to prevent debris andwater from intruding within segmented bed space 6.

FIG. 31 shows that locker top 222 has front edge 228 and depending sideedges 228A which may exclude debris, dust and water from segmented truckbed space 6. The depth of edges 228, 228A should be greater than thedistance between the elevated bar elements of the stanchions and thestanchion base platform. In this manner, a secured space may be providedin segmented truck bed region 6 by the truck bed divider and locker top.As previously discussed, the clamp systems 226 may be the same orsubstantially similar to the various clamps discussed above inconnection with FIGS. 13-18. Other connections may be used. The movablepanel sections 234, 236 are adopted to move within the guide channels236A and vertical panel edges 236E abut truck sidewalls 12, 13. Asdiscussed later, edge 236E (FIG. 28) may include rubber seals or plasticseals or other flexible elements to exclude debris, dust and water fromthe segmented truck space 6.

FIG. 32 shows a detail of the locker top hinge 250. Hinge 250 mayinclude a rail sleeve 252 which has a passage 252A there through. Thesize of passage 252A may match or compliment the cross sectionaldimension and shape of the cab side rail 26 (FIG. 30). The rail can beany defined shape or profile. Rail sleeve 252 may be a split sleeve andthe sleeve halves may be attached to friction compress and mount on rail26 in any reasonable manner such as by a bolt and nut, threaded passageway and threaded bolt. An attachment passageway 254 is shown in FIG. 32.Hinge 250 may have a depending stem 256 with a forward extending plate259. Depending stem 256 may have a depending plate region 258 attachedto the rail sleeve 252. Hinge 250 may also include a first hinge swingarm 260. The first hinge swing arm 260 is pivotally attached at point260A to the depending stem 256. One end of the first swing arm 260 isattached to the depending stem 256. The other end of swing arm 260 isattached at pivot point 260B to the locker top forward edge region 261shown in FIG. 31. Locker top hinge 250 has a second hinge swing arm 262.One end of the second hinge swing arm 262 is pivotally attached at pivotpoint 262A to an end of the forward extending plate 259 of dependingstem 258. The other end of the second hinge swing arm 262 is pivotallyattached at point 262B to a mid section of the first swing arm 260. Itshould be noted that with respect to the foregoing description of thelocker top hinge, the term “forward extending” when taken inrelationship to the pickup truck cabin, is actually a rearward extendingplate. The forward end of the hinge may attach to the cab rail. Therearward end of the hinge may attach to the forward edge regions of thelocker top. In other words, as shown in FIGS. 30 and 31, locker tophinge 250 may extend from a forward position on cab side rail 26 to arearward position defined by depending stem 256 and rearwardly extendingplate 259, and the first hinge swing arm 260 may extend rearwardlytherefrom.

FIG. 33 diagrammatically illustrates a truck bed divider system that mayhave several similar components as described above in connection withthe truck bed divider and locker top system shown and discussed inconjunction with FIGS. 27 and 30. For example, the truck bed divider 270may include a laterally extending cross bed bar 274. The truck beddivider 270 can be used separately and independent of second truck beddivider 272. With respect to truck bed divider 270, cross bed bar 274includes connectors at or proximate to its terminal ends to the left andright side rails 22, 24. The connectors can be one or more of the clampsshown and discussed earlier in connection with FIGS. 13-18.

Truck bed divider 270 may feature a lateral span substantially similarto the truck bed lateral span defined between left and right truck bedsidewalls 12, 13. With respect to truck bed divider 272, the bed dividerpanel 293 may span the entire truck bed lateral span. Truck bed dividerpanel 232 may be mounted in a fixed manner at the lower edge oflaterally extending cross bed bar 278. In another embodiment, beddivider panel 293 can be a triple panel system as shown and discussedearlier in connection with FIG. 28. The bed divider panel 290 may alsobe constructed slightly differently than the bed divider panel solidpiece 293 shown in FIG. 33 or the three piece bed divider paneldiscussed earlier in connection with FIG. 28.

With reference to FIG. 34, panel 290 may be designed to mate and coupleto the side-step well in the truck bed. Divider panel 290 may have anupper fixed lateral panel 310 which may be fixed to the cross bed bar274. Mounts 312 on the left and right side of cross bed bar 274 mayoperate to fix the upper lateral panel 310 to bar 274. Additional mounts314 are also utilizable for stability. The lower edge 310A of the fixedupper panel 310 has a plurality of guides similar to the guides shown inconnection with FIG. 29 and guides 236A, 235A on cross bed bar 225. Inthis manner, the bed divider 290 in FIG. 34 has a stationary lower midpanel section 316 and movable lower panel sections 318, which can adjustto the left and right of the lateral span for truck bed 19 (see FIG. 33)to accommodate the side-step wells in the truck bed. Additionally, theexposed side edges or ends 318B of movable panels 318 may includerubber, plastic or other compressible edge material 324 to seal beddivider panels 318 against the side-step wells 7 of pickup truck 10.Further, the exposed lower edge of the fixed upper panel 310 may includesealed element 326 of rubber, plastic, foam or other material to sealthe bed divider 290 onto side-step wells 7 of pickup truck 10. Also, asdiscussed previously, the attachment mechanism for the cross bed bar isshown as clamp 276 in FIG. 34.

FIG. 35 shows a truck bed divider that can be positioned at an obliqueangle with respect to the side walls 12, 13 of pickup truck 10, which isalso to say that it may be positioned not orthogonal to the rear end ofthe truck. In the illustrated embodiment of FIG. 35, bed divider 410 maybe attached via clamps or any other attachment mechanisms 412 to siderails 22, 24. Truck bed divider 410 is shown at an oblique angle withrespect to sidewalls 12, 13 of pickup truck 10 where the distance 415 tothe rear tailgate of the truck is smaller than rear distance 417. Inthis manner, the vehicle operator can obliquely adjust the truck beddividers and trap and fix materials and items (such as barrels orcanisters) against the tailgate of pickup truck 10 typically found atrear end 17 of the truck and the bed divider.

FIG. 36 illustrates an oblique rail clamp 412 utilized to provide theobliquely adjustable truck bed divider 410. Many of the features ofclamp 412 are discussed earlier in connection with clamp 78. However, inFIG. 36, the oblique clamp 412 may include a smaller diameter interiorrail passageway 433 which matches the cross dimensional size of rail 22,24. The smaller diameter interior rail passageway 433 has a smalllongitudinal span compared to the balance of the longitudinal span ofthe clamp-rail passage. Oblique clamp 412 also defines in its interior,a larger cross sectional rail passage 431. In other words, small passage433 matches the size of rail 22, 24 whereas large passage 431 is muchlarger than small rail passage 433. When oblique clamp 412 is mounted onrail 22, a space 435 is established between rail 22 and the interiorsurface of large rail passage 431.

Since the small rail passage 433 clamps onto rail 22 with a compressionfriction grip, the clamp 412 and the attached cross bed bar can be movedor swung with respect to the axial centerline of rail 22 therebycreating an angle in larger diameter space 435. The angled spacepermitted by oblique clamp 412 is defined by the size of radial size ofspace 435 immediately next to step up 435A at the small rail passage 433and the longitudinal length 437 of the space 435 in the interior ofoblique clamp 412. In other words, clamp 412 can be twisted such thatthe forward end 437A is adjacent to or contacts rail 22. In this manner,the cross bed bar 410 in FIG. 35 can be angled at an oblique angle withrespect to rear end 17 of pickup truck 10.

FIG. 37 shows a different view of oblique clamp 412. The step surface435A is shown between the smaller radial space 433 and the larger radialpassage 431. The size differential 437 between these two radial passages433, 431 is also illustrated in FIG. 37.

FIG. 38 illustrates a clamp 462 with split clamp jaw segments which maybe threadably attached together. Clamp 462 has clamp jaw members 462Aand 462B. Clamp jaw members 462A and 462B may be attached together viathreaded bolt or screw 464 which connects with threaded passageway 465or a nut in the passageway. In this manner, there may be no lever and norelease lever as shown in FIGS. 13-14. Split clamp 462 can be used onthe cross bed bars rather than the lever release clamp shown in FIG. 27,30 or 35. Additionally, FIG. 38 optionally shows a small radial passage431 which may convert the split clamp into the oblique clamp. With asmall radial rail passage 431, the clamp is an oblique clamp. If smallradial rail passage 431 is eliminated, then clamp 462 is a common clampdescribed earlier.

FIG. 39 illustrates an embodiment of crossover box 510 for a pickuptruck bed. Cross over box 510 may have a box lid 512. Crossover box 510may be mounted on cross bed bars (not shown). The cross bed bars may beattached via clamps 514 to the left and right rail 22, 24. In thismanner, the rail system can easily accommodate a crossover box 510.

FIGS. 40-44 illustrate embodiments of elevated rails 600 as may beincluded in embodiments of a rail system. Generally, each set ofelevated rails 600 may include a top rail 610 and a bottom rail 612substantially parallel to top rail 610. When installed as part of a railsystem, the elevated rails 600 may elongate along the truck bed 12above, for instance, left and right side walls. A bent rail end 620 maybe provided proximate to a forward end (as illustrated in FIG. 40),proximate to rearward end of the vehicle, or on both ends. Bent railends 620 join top and bottom rails 610, 612 thereby creating aparticularly useful handle for the vehicle operator to grasp as he orshe is maneuvering the rail system.

Elevated rails 600 may be secured into place through insertion of rods80 from one or more elbows 74 of one or more hoops 70 into rod sleeves611, 614, 616, 618. Different embodiments of rod sleeves 611, 614, 616,618 are disclosed herein. A securing collars 624 is one such attachmentmechanism for securing a rod sleeve with a rod 80. Securing collars maybe connected at a base of a rod sleeve 611, 614, 616, 618 and may betightened by a tightening mechanism in order to secure the rod 80 withinthe sleeve. In this respect, collar 624 may be comprised of twoconforming collar halves 626, each having a collar aperture provided ona protruding collar tab 628. A fastener 627 such as a nut and bolt maybe provided through collar aperture 627 and tightened in order topress-fit each collar half 626 together, thereby securing rod 80 fromremoval from sleeve 611, 614, 616, 618. As illustrated, rod 80 mayprotrude from the top of the sleeve as inserted, or alternatively thesleeve may fully encompass the distal end of the inserted rod 80. Itshould be appreciated that elevated rails 600 may be designed foraccommodating rods from three hoops 70, and yet function perfectly wellif only two hoops 70 are included as part of the active embodiment ofthe rail system.

Embodiments of rail system disclosed herein should be not limited toembodiments where components of the rail system only extend upwards inan elevated direction. For instance, stanchions 30 may project from theside of a vehicle thereby contemplating an embodiment where side rails22, 24 run along the side of vehicle 10. As evidenced by thiscontemplated embodiment, the term “elevated” and similar terms usedherein should not be limited to components having a greater distancefrom the earth than a related non-elevated component. Rather, the term“elevated” and similar terms should be recognized to generally mean twocomponents at a distance, or perhaps a variable distance, between oneanother, including a possible horizontal or angled distance.

The descriptions set forth above are meant to be illustrative and notlimiting. Various modifications of the invention, in addition to thosedescribed herein, will be apparent to those skilled in the art from theforegoing description. Such modifications are also intended to fallwithin the scope of the concepts described herein. The disclosures ofeach patent, patent application and publication cited or described inthis document are hereby incorporated herein by reference, in theirentireties.

The foregoing description of possible implementations consistent withthe present disclosure does not represent a comprehensive list of allsuch implementations or all variations of the implementations described.The description of some implementation should not be construed as anintention to exclude other implementations. For example, artisans willunderstand how to implement the invention in many other ways, usingequivalents and alternatives that do not depart from the scope of theinvention. Moreover, unless indicated to the contrary in the precedingdescription, none of the components described in the implementations areessential to the invention. It is thus intended that the embodimentsdisclosed in the specification be considered as illustrative, with atrue scope and spirit of the invention being indicated by the followingclaims

What is claimed:
 1. A rail system for use with a vehicle, the rail system comprising: a plurality of stanchions, each stanchion including a base platform securable to the vehicle, a pair of standposts each projecting away from the base platform, a bar element supported by the pair of standposts, the bar element substantially elongate having a first end and a second end, and a stanchion opening defined as the space between the base platform, the elevated bar element, and the pair of standposts; and a plurality of side rails, each side rail secured to the bar element of one of the plurality of stanchions proximate to the first end of the bar element.
 2. The rail system of claim 1, further comprising a cabin rail, each end of the cabin rail securable with one of the plurality of stanchions, the cabin rail oriented substantially perpendicular to each of the plurality of side rails.
 3. The rail system of claim 1, at least one of the plurality of stanchions further including an end cap provided on the second end of the bar element.
 4. The rail system of claim 1 further comprising a hoop, the hoop including a pair of legs, each leg substantially elongate and having a terminal end and an upper end opposite of the terminal end, each leg including an upper leg segment proximate to the upper end, a pair of clamps, each clamp connected to one of the legs proximate to the terminal end, and each clamp including a first jaw having a first inner clamping surface, a second jaw movable with respect to the first jaw and having a second inner clamping surface, and a clamp locking mechanism for releasably securing the first jaw and the second jaw together, a pair of elbows, each elbow having a lateral end and a lower end, each elbow including a lower elbow segment connectable with the upper leg segment, and a lateral cross bar, the lateral cross bar substantially elongate, each end of the lateral cross bar connectable with one of the elbows proximate to the lateral end of the elbow.
 5. The rail system of claim 4, wherein the first and second inner clamping surfaces of the clamps are securable about the upper bar element of the stanchion between the first and second standposts, the first and second inner clamping surfaces having a conforming profile with an outer surface of the clamping portion of the upper bar element.
 6. The rail system of claim 4, wherein the first and second inner clamping surfaces of the clamps are securable about a side rail, the first and second inner clamping surfaces having a conforming profile with an outer surface of the side rail of the upper bar element.
 7. The rail system of claim 4, the clamp locking mechanism for each clamp including a pivotable lever connected to the first jaw and pivotable with respect to the first jaw, a loop connected to the pivotable lever, and a hook connected to the second jaw and positioned such that as the first and second jaws are closed the loop may forcibly pressed against the hook as the lever is pivoted away from the second jaw thereby forcing the first and second jaws together.
 8. The rail system of claim 4, wherein each elbow is pivotably connectable with one of the leg segments.
 9. The rail system of claim 4, at least one elbow further including a rod pivotable between a stored and a deployed position, the rod positioned substantially within a lateral channel in the stored position, and the rod secured in a substantially vertical orientation in the deployed position.
 10. The rail system of claim 9, the elbow further including a cross channel pin extending across a confluent channel region between the lateral channel and a vertical channel, and the rod further including a thru slot, the channel pin extending through the thru slot.
 11. The rail system of claim 4 further including an upper hoop bar, the upper hoop bar substantially elongate and attachable at each end with an elbow, the upper hoop bar oriented substantially parallel to at least one of the side rails when attached to elbows on each end of the upper hoop bar, and each elbow further including a cross pin projecting from the elbow, each end of the upper hoop bar having a mouth matable with the cross pin.
 12. The rail system of claim 9, further comprising a pair of elevated rails, each elevated rail including at least one elongate rail oriented substantially parallel to at least one side rail, at least one rod sleeve dimensioned to internally receive a rod in its deployed position, and a rod securing mechanism for securing the rod within the at least one rod sleeve.
 13. The rail system of any of claim 1 wherein the vehicle is a pickup truck, and the rail system further comprises a bed divider, the bed divider including a cross bed bar, the cross bed bar substantially elongate, and a plurality of bed divider clamps, each bed divider clamp attached to an end of the cross bed bar, the be divider clamps operable to attach to a side rail.
 14. The rail system of claim 13 further comprising a locker top including a pair of hinges connectable with the cabin side rail, the locker top, the bed of the pickup truck, and the bed divider defining an interior space, the locker top pivotable between an open position and a closed position.
 15. The rail system of claim 1 wherein the side rails have a substantially cylindrical profile. 